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50-450: The Jarlsberg Tunnel runs roughly north–south through Frodeåsen, a hill just north of the town center of Tønsberg . The northern entrance is located at Tomsbakken, beside County Road 35 and the southern entrance is located at Frodegata in the town center. Just south of the tunnel lies Tønsberg Station . The tunnel is 1,750 meters (5,740 ft) long, of which 1,560 meters (5,120 ft) is blasted through bedrock and 223 meters (732 ft)

100-426: A joint venture between Reinertsen and Leonard Nilsen, Veidekke , Skanska , Hæhre Entreprenør, NCC and Mika . The contract was awarded on 5 March 2009 to Reinertsen/Leonard Nilsen, who had the lowest bid, NOK 377.9 million, NOK 158 million less than the most expensive, from Mika. The joint venture was structured so Leonard Nilsen built the tunnel and Reinertsen the above-ground section. Construction of

150-511: A combined length of 23 kilometers (14 mi) were opened. The segment between Barkåker and Tønsberg was the fourth section of the line to be upgraded. When later projects are completed, it will allow travel time from Tønsberg to Oslo to be reduced from 90 to 60 minutes. Initial planning of the segment between Barkåker and Tønsberg considered 13 different initial route proposals. However, no analysis for possible rights-of-way south of Tønsberg or north of Barkåker were considered. In September 1999,

200-481: A higher frequency. Theoretically, in turn, this leads to increased track wear and increases the need for more frequent track maintenance while in practice electric locomotives must not become too lightweight in order to preserve traction effort at low speeds. The Czech Railways encountered the problem of the reduced power handling of lower frequency transformers when they rebuilt some 25 kV AC, 50 Hz locomotives (series 340) to operate on 15 kV AC, 16.7 Hz lines. As

250-598: A range of input frequencies including DC, the required additional pantographs and wiring are not universally installed in order to offer cost-reduced models like the Siemens Smartron . Likewise, newer regional passenger trainsets such as the Bombardier Talent 2 series are not certified for additional electrification systems. Despite the Deutsche Bahn train operator does not use any models from

300-449: A result of using the same transformer cores (originally designed for 50 Hz ) at the lower frequency, the transformers had to be de-rated to one third of their original power handling capability, thereby reducing the available tractive effort by the same amount (to around 1,000 kW ). These drawbacks, plus the need for a separate supply infrastructure and the lack of any technical advantages with modern motors and controllers has limited

350-530: A route south of Tønsberg; estimates from Norsk Bane show that Tønsberg will not be able to allow high through speeds and that a new through line would have to be built with a different right-of-way, entirely avoiding the Jarlsberg Tunnel. Alternatively, the route would have to feature slow speeds or large encroachments on the local environment. By binding the Vestfold Line to run via Barkåker, it

400-443: A single-phase synchronous generator. Synchronism occurs when the frequency reaches 16+2⁄3 Hz in the single-phase system, according to technical specifications. Therefore, the centralized system's frequency was set at 16.7 Hz to ensure that synchronism is avoided and the machinery operates correctly. Power plants providing 110 kV , 16.7 Hz , are either dedicated to generating this specific single phase AC or have special generators for

450-585: A three-phase synchronous motor and a single-phase synchronous generator . The decentralized system in the north-east of Germany was established by the Deutsche Reichsbahn in the 1980s, because there was no centralized system available in these areas. Download coordinates as: Germany, Austria and Switzerland operate the largest interconnected 15 kV AC system with central generation, and central and local converter plants. However, there are islands with alternative electrification systems. For example,

500-600: Is a separate single-phase power distribution grid for railway power at 16.7 Hz ; the voltage is 110 kV in Germany and Austria and 132 kV in Switzerland. This system is called the centralized railway energy supply. A separate single-phase power distribution grid makes the recuperation of energy during braking extremely easy in comparison with 25   kV 50 Hz system tied to 3 phase distribution grid. In Sweden, Norway, Mecklenburg-Western Pomerania and Saxony-Anhalt,

550-598: Is concrete culvert. The portal on the Tønsberg side is 73 meters (240 ft) long. The Jarlsberg Tunnel constitutes the southernmost part of the 7.8-kilometer-long (4.8 mi) double-track segment of the Vestfold Line between Barkåker and Tønsberg. It is electrified at 15 kV  16.7 Hz AC , has an NSI-63 signaling system and is dimensioned for 200 kilometers per hour (120 mph). The crosscut serves as an emergency exit. The railway tunnel crosses 2.5 to 3.0 meters (8 ft 2 in to 9 ft 10 in) above

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600-547: Is located along the Sandebukta bay off the Ytre Oslofjord about 60 kilometres (37 mi) south of Oslo (about 50 minutes driving time). There are several nearby villages around Sande including the villages of Klever and Eikeberg about 7 kilometres (4.3 mi) to the north, the village of Selvik about 4 kilometres (2.5 mi) to the southeast, the town of Holmestrand about 10 kilometres (6.2 mi) to

650-641: Is more limited by the differing national standards in other areas. To equip an electric locomotive with a transformer for two or more input voltages is cheap compared to the cost of installing multiple train protection systems and to run them through the approval procedure to get access to the railway network in other countries. However, some new high-speed lines to neighbouring countries are already intended to be built to 25 kV (e.g. in Austria to Eastern Europe). Although newer locomotives are always built with asynchronous motor control systems that have no problem with

700-407: Is mostly 25 kV AC at 50 Hz . Conversion to this voltage/frequency requires higher voltage insulators and greater clearance between lines and bridges and other structures. This is now standard for new overhead lines as well as for modernizing old installations. Simple European unification with an alignment of voltage/frequency across Europe is not necessarily cost-effective since trans-border traction

750-512: Is not possible to build a high-speed line with stations serving population centers such as Horten , Åsgårdstrand and Eik . For Jernbane advised against building the Barkåker–Tønsberg segment and instead recommended that the authorities wait until the entire Vestfold Line was planned. Following the appointment of Stoltenberg's Second Cabinet in 2005, the government started working with longer projects and increased funding. The go-ahead for

800-670: Is published in Sande. Portions of the 1973 Olsenbanden movie Olsenbanden tar gull from were filmed in Sande. Another portion was filmed in Stavern . Finds from the Stone Age indicate that the settlement in the area is up to 6,000–7,000 years old. The village was formerly called Angr (meaning " fjord "), but was later named after the rectory farm called "Sandvin". About 400 ancient artefacts and Burial mounds have been found in several places around Sande. The rock carvings on Sjøl are

850-512: Is the 288-meter-long (945 ft) Smørstein Tunnel , which was completed in 1921. In the early 1990s, work started on increasing speed, capacity and reliability by building shorter sections of double-track with higher permitted speeds. During this period, there was very little investment funding for railways; thus the Vestfold Line was split into a series of small segments, each which was planned individually. Between 1995 and 2003, three sections with

900-530: Is unlikely that existing 15 kV, 16.7 Hz systems will be converted to 25 kV, 50 Hz despite the fact that this would reduce the weight of the on-board step-down transformers to one third that of the present devices. The first electrified railways used series-wound DC motors , first at 600 V and then 1,500 V . Areas with 3 kV DC catenaries (primarily in Eastern Europe ) used two 1,500 V DC motors in series. But even at 3 kV,

950-581: The Frodeåsen Tunnel , a twin-tube tunnel of County Road 300 . The tunnel's single crosscut serves as an emergency exit. The line is owned and maintained by the Norwegian National Rail Administration . The Vestfold Line opened in 1881 as a narrow-gauge railway. Although later converted to standard gauge and electrified, the line retains poor capacity and many curves. The only previous tunnel north of Larvik

1000-574: The Norwegian State Railways (NSB)—who operates the train service. All recommended that the National Rail Administration place the investments on hold until more of the Vestfold Line was planned. NSB's Tom Ingulstad called the plans "troublesome" and stated that the trains would have nearly no time or reliability-gains from the investment. If the authority instead had built more double track in connection with

1050-537: The Rübeland Railway is the largest 25 kV AC line in Germany. In Norway all electric railways use 15 kV 16 + 2 ⁄ 3 Hz AC (except the Thamshavnbanen museum railway which uses 6.6 kV 25 Hz AC). The Oslo T-bane and tramways use 750 V DC power. In Sweden most electric railways use 15 kV 16 + 2 ⁄ 3 Hz AC. Exceptions include: Saltsjöbanan and Roslagsbanan (1.5 kV DC),

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1100-679: The Stockholm Metro (650 V and 750 V DC) and tramways (750 V DC). The Oresund Bridge linking Sweden and Denmark is electrified at 25 kV , Danish standard; the split is located on the Swedish side near the bridge. Only two-system trains (or diesel trains; rare) can pass the point. Sande, Vestfold Sande or Sande i Vestfold is a village in Holmestrand Municipality in Vestfold county, Norway . The village

1150-484: The standard electric locomotive series anymore, many smaller private rail companies do, though some are now as much as 60 years old. Even as these obsolescent models are decommissioned, it still may not be easier to unify. Meanwhile, DB Schenker tends to order freight locomotives that are capable of running multiple electrification systems as these operate across Europe. In Germany (except Mecklenburg-Western Pomerania and Saxony-Anhalt ), Austria and Switzerland, there

1200-538: The 100 or so blasts were executed, the road was closed for safety reasons. Following a public naming competition, the National Rail Administration announced on 5 February 2010 that the tunnel be known as the Jarlsberg Tunnel. The first breakthrough of the tunnel was achieved on 30 June 2010. The second and final breakthrough took place on 1 September. Construction proceeded without any injuries and nearly without any complications. The tunneling resulted in 235,000 tonnes (231,000 long tons; 259,000 short tons) of earthwork, which

1250-455: The National Rail Administration delayed the plans, following investment cuts by Bondevik's Second Cabinet . In response, Minister of Transport Torild Skogsholm stated that she was considering financing the project as a public–private partnership paid through a surcharge on tickets fares. The route will give a time saving of between three and four minutes for trains heading north of Tønsberg, but two minutes of these will be saved by changing

1300-459: The Vestfold Line was closed to allow the new and old sections to be connected. This was the most hectic part of construction, as it saw the tracks south of the tunnel be rearranged to allow trains to operate the opposite direction through the loop in Tønsberg. The work was performed by Reinertsen and took 100,000 man-hours . The tunnel and the segment Barkåker–Tønsberg opened on schedule on 7 November 2011. The segment cost NOK 1.5 billion, which

1350-430: The current needed to power a heavy train (particularly in rural and mountainous areas) can be excessive. Although increasing the transmission voltage decreases the current and associated resistive losses for a given power, insulation limits make higher voltage traction motors impractical. Transformers on each locomotive are thus required to step high transmission voltages down to practical motor operating voltages. Before

1400-712: The development of suitable ways to efficiently transform DC currents through power electronics, efficient transformers strictly required alternating current (AC); thus high voltage electrified railways adopted AC along with the electric power distribution system (see War of the currents ). The 50 Hz (60 Hz in North America) AC grid was already established at the beginning of the 20th century. Although series-wound motors can in principle run on AC as well as DC (the reason they are also known as universal motors ) large series-wound traction motors had problems with such high frequencies. High inductive reactance of

1450-528: The direction the trains run through the loop through town. Thus, passengers traveling southwards from Tønsberg experience a two-minute increase in travel time. The plan to make an isolated investment in the Barkåker–Tønsberg section was criticized by several pro-railway interest organizations, including Norsk Bane , For Jernbane, the Norwegian Society for the Conservation of Nature as well as

1500-479: The disadvantages of 16.7 Hz locomotives as compared to 50 Hz or 60 Hz locomotives is the heavier transformer required to reduce the overhead line voltage to that used by the motors and their speed control gear. Low frequency transformers need to have heavier magnetic cores and larger windings for the same level of power conversion. (See effect of frequency on the design of transformers .) The heavier transformers also lead to higher axle loads than for those of

1550-434: The earthing is done is designed to limit earth currents in cases of faults on the line. At the transformer substations, the voltage is transformed from 110 kV (or 132 kV ) AC to 15 kV AC and the energy is fed into the overhead line. The frequency of 16.7 Hz is determined based on the need to prevent synchronism issues in components of the rotary machine. This machine primarily comprises a three-phase asynchronous motor and

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1600-407: The existing segment at Sande , trains could more efficiently catch up any delays before reaching Drammen . Long-term plans for the line imply that the line will need to allow a through speed of at least 250 kilometers per hour (160 mph) and be built so trains do not need to stop or slow down at all stations. The National Rail Administration had at the time of construction not made any plans for

1650-583: The government presented their proposal for National Transport Plan 2002–11, which included three segments on the Vestfold Line: Holm–Nykirke , Barkåker–Tønsberg and Farriseidet – Porsgrunn . When Parliament passed the plan in February 2001, the Barkåker–Tønsberg segment was prioritized second on the Vestfold Line, after a new passing loop at Nykirke . National Transport Plan 2002–11 proposed that construction start in 2005, but by November 2002,

1700-458: The grid supply railway power in those two German states plus Sweden and Norway. Norway also has two hydro-electric power plants dedicated for railway power with 16 + 2 ⁄ 3 hertz output. The first generators were synchronous AC generators or synchronous transformers; however, with the introduction of modern double fed induction generators , the control current induced an undesired DC component, leading to pole overheating problems. This

1750-590: The lower frequency reducing the losses of the traction motors that were available at the beginning of the 20th century. Globally, railway electrification in late 20th century tends to use 25 kV, 50 Hz AC systems which has become the preferred standard for new railway electrifications. Nevertheless, local extensions of the existing 15 kV network is commonplace. In particular, the Gotthard Base Tunnel (opened on 1 June 2016) uses 15 kV, 16.7 Hz electrification. Due to high conversion costs, it

1800-482: The motor windings caused commutator flashover problems and the non-laminated magnetic pole-pieces originally designed for DC exhibited excessive eddy current losses. Using a lower AC frequency alleviated both problems. In the German-speaking countries, high-voltage electrification began at 16 + 2 ⁄ 3 hertz , exactly one third of the national power grid frequency of 50 Hz. This facilitated

1850-445: The national power grid (e.g. 110 kV , 50 Hz ), they convert it to 55-0-55 kV (or 66-0-66 kV) AC at 16.7 Hz . The 0 V point is connected to earth through an inductance so that each conductor of the single phase AC power line has a voltage of 55 kV (or 66 kV ) with respect to earth potential. This is similar to split-phase electric power systems and results in a balanced line transmission. The inductance through which

1900-459: The only known carving field from the Bronze Age between Bærum and Sandefjord . The village was the administrative centre of the old Sande Municipality which existed from 1838 until 2020 when the municipality became part of Holmestrand Municipality . The municipality (originally the parish ) is named after the old Sande farm ( Old Norse : Sandvin ) since the first Sande Church

1950-502: The operation of rotary converters from the grid frequency and allowed dedicated railway power generators to operate at the same shaft speed as a standard 50 Hz generator by reducing the number of pole pairs by a factor of three. For example, a generator turning at 1,000 rpm would be wound with two pole pairs rather than six. Separate plants supply railway power in Austria, Switzerland and Germany, except for Mecklenburg-Western Pomerania and Saxony-Anhalt ; converters powered by

2000-484: The power is taken directly from the three-phase grid ( 110 kV at 50 Hz ), converted to low frequency single phase and fed into the overhead line. This system is called the decentralized (i.e. local) railway energy supply. The centralized system is supplied by special power plants that generate 110 kV (or 132 kV in the Swiss system) AC at 16.7 Hz and by rotary converters or AC/AC converters that are supplied from

2050-608: The project started on 16 March 2009; work on the tunnel started in April and the first blasting began on 11 May. Construction ran from a crosscut in the center of the tunnel and outwards; average speed was 35 to 40 meters (115 to 131 ft) per week. Work on casting the concrete portals started on 18 September. For four weeks, starting in January 2010, blasting was performed above the Frodeåsen Tunnel, and on each occasion that

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2100-433: The project was given by Minister of Transport Liv Signe Navarsete on 31 March 2008, with the entire project from Barkåker to Tønsberg estimated to cost 1.37 billion Norwegian krone (NOK). The main civil engineering advisor for the project was Norconsult . Six bids were issued to building the main segment, which included the tunnel and 2.6 kilometers (1.6 mi) from Tomsbakken to Barkåker Industrial Park. The bidders were

2150-528: The purpose, such as the Neckarwestheim nuclear power plant or the Walchensee hydroelectric power station . The power for the decentralized system is taken directly from the national power grid and directly transformed and converted into 15 kV , 16 + 2 ⁄ 3 Hz by synchronous-synchronous-converters or static converters. Both systems need additional transformers. The converters consist of

2200-636: The signaling system was not installed at the time of opening, so the tunnel remained only operated with single track, although a temporary signaling system allowed it to be used as a passing loop. If used as such, speed was limited to 70 kilometers per hour (43 mph). 15 kV AC railway electrification Railway electrification using alternating current (AC) at 15 kilovolts (kV) and 16.7 hertz (Hz) are used on transport railways in Germany , Austria , Switzerland , Sweden , and Norway . The high voltage enables high power transmission with

2250-554: The south, and the village of Hof about 10 kilometres (6.2 mi) to the west. The European route E18 highway and the Vestfoldbanen railway line both past through the village of Sande. The 1.36-square-kilometre (340-acre) village has a population (2023) of 2,342 and a population density of 1,727 inhabitants per square kilometre (4,470/sq mi). In recent years the village of Sande has grown significantly due to many new apartments and stores. The newspaper Sande Avis

2300-595: The use of 16 + 2 ⁄ 3  Hz and 16.7 Hz beyond the original five countries. Most other countries electrified their railways at the utility frequency of 50/60 Hz. Denmark , despite bordering only 15 kV territory decided to electrify their mainline railways at 25 kV 50 Hz for that and other reasons. Because it is technically very challenging and therefore not cost-effective to provide high-speed passenger services on 1.5 or 3 kV DC lines, newer European electrification primarily in Eastern Europe

2350-465: Was built there. The first element comes from the word sandr which means " sand ". The last element comes from the word vin which means " meadow " or " pasture ". The medieval era Sande Church is located in the village of Sande. The parish is part of the Nord-Jarlsberg prosti . The building material is stone and brick, and it was built in 1150. In 1783, the church burned down; only

2400-544: Was solved by shifting the frequency slightly away from exactly one third of the grid frequency; 16.7 hertz was arbitrarily chosen to remain within the tolerance of existing traction motors. Austria, Switzerland and Southern Germany switched their power plants to 16.7 Hz on 16 October 1995 at 12:00 CET. Note that regional electrified sections run by synchronous generators keep their frequency of 16 + 2 ⁄ 3 Hz just as Sweden and Norway still run their railway networks at 16 + 2 ⁄ 3 Hz throughout. One of

2450-576: Was used to build the above-ground section north of the tunnel. The last concrete casting was laid on 20 January 2011. Laying of the track was performed by Wiebe, signaling was installed by Norsk Jernbanedrift, Structon Rail installed the overhead wire, and YIT installed the power supply and telecommunications systems. The tunnel has the NSI-63 relay -based signaling system, although it was scheduled to be replaced by European Rail Traffic Management System shortly after 2015. The last six weeks before opening,

2500-405: Was within budget. However, at the time of the opening, double track was still not laid from the tunnel to Tønsberg Station. Previously, trains crossed each other at the passing loop at the closed Barkåker Station , with one train having to wait for the other. With the competition of the new segment, trains could pass at any point between Tønsberg and Barkåker, allowing increased reliability. However,

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